Automatic valve.



W. J. FRAZIER.

AUTOMATIC VALVE.

APPLICATION FILED 00 1. 8, H312.

1,1 1 7,993. Patented Nov. 24, 1914.

WITNESSES: b v I NVEIVTOR m 1m WILLIAM JEROME FRAZIER, OF NEW YORK, N. Y.

AUTOMATIC VALVE.

Specification of Letters Patent.

Patented Nov. 24, 1914.

Application filed October 8, 1912. Serial No. 724,627.

To all whom it may concern:

Be it known that 1, WILLIAM J. .Fnazrnn, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Automatic Valves, of which the following is a spec fication.

My invention relates to an automatically operated device to control the relative volumes of gas and air supplied to the cylinder or cylinders of an internal combustion engine, whereby the quality of the mixture is kept constant.

An important object of this invention is to provide novel means to regulate the volume of air supplied to the engine cylinder, such means being operated by the changes in degree of suction or pressure in the -gas sup- 'P A further ob ect or this lnvention is to provide novel means whereby a greater gradual resistance is ofiered to the movement of the control valve, when the same moves toward its seat, thus requiring a corresponding gradual increased suction of force to close the control valve.

A further object of this invention is to provide a device of the abovementioned character, which may be readily adjusted to permanently change the relative volumes of air and gas contained in the mixture.

A further object of my invention is to provide a device of the above mentioned character, which is automatic in operation, simple in construction, durable and cheap to manufacture.

Other objects and advantages will'be apparent during the course of the following description.

In the acompanying drawings forming a part of this specification and in which like numerals are employed to designate like parts throughout the same, Figure 1 is a side view of the device, and, Fig. 2 is a sectional view taken on line 2-2 of Fig. 1. a

My device is particularly well adapted for use in connection with stationary engines using illuminating, natural, producer,

blast furnace, or coke oven gas, but oi course it is not solely restricted to such use;

In thedrawings wherein is illustrated a preferred embodiment of my invention, the numeral 3 designates a main outer shell or body portion, provided at one end with an air inlet 4. Disposed within the main outer shell 3 is a horizontal inner shell 5, having its end adjacent the opening 4 formed closed and its opposite end open, as shown. The inner shell 5 is provided with preferably diametrically arranged upper and lower annular valve seats 6, forming openings forthe passage of the air from the shell 3 into the shell 5, as shown. I

Mounted to reciprocate through the shells 3 and 5 is a valve stem 7 ,carrying circular valves 8, adapted to be moved toward'and away from the annular valve seats 6 to controi the passage of air therethrough. The low er portion of the main shell 3 is provided with an annular flange 9, to receive the inner portion of a cap or head 10, the'same being connected therewith by any suitable means. This cap or head is provided with a central opening to receive the valve stem 7 and serves as guide means for the same. The numeral 11 designates a diaphragm casing or housing, formed of upper and lower sections 12 and 13, which are connected'at their edges by bolts or the like. lhe lower section 13 comprises a cylindrical portion 15, fitting snugly within an annular flange 16 formed upon the shell 3, as shown. Any suitable means, if necessary, may be employed to hold the cylindrical portion 15 against slipping within the annular, flange 16. The cylndrical portion 15 has its end apertured to receive the upperportion of the valve stem 7 and serves as guide means for the same. Connected with the upper end of the valve stem 7 is a diaphragm 17 which is mounted in the diaphragm casing 11 in the usual manner. The section 13 Y of the diaphragm casing is provided with an air vent 18, as shown. It is thus seen that suction within the diaphragm casing 11 above the diaphragm 1! will cause the valve stem 7 to be elevated, whereby the valves 8"are moved toward their valve seats 6.

Depending from the cap or head 10 is a bracket 19, with which is pivotally connected arr-arm" or lever 20, passing through an opening 21 formed in the lower-end of the valve stem 7, as shown. Longitudinally adjustably mounted upon the lever or arm 20 is a weight'22, which maybe cramped to ,said lever in adjustment at diiierent positions by proper manipulation of a clamping screw 23 or other suitable device. It is thus seen that the lever or arm 20 and its weight 'IEKQE to move the valve stem 7 m 1 l bureter. air supply pipe downwarc 1y ano add to 17o: vvelght. Denectlon With the cm'hureter to pendlng m1 the'eop or head it) is a bracket thereto, but connected vith the t 24, disposed at a right angle to the bracket pipe of engine, for supplying; non-ear- 1 9. At its lower this bracket 24 carberated air to the o hnder inders nee a horizontal pie or stub-shaft 25, which thereof, in the pre i of 1101151 serves to pivotally connect a bell-crank formed. gas or @Xpluu cha time lever 26 with said Lrecket 24:. The upper seen that eppamtus se v arm of this bell-crank lever disposed to previousy formed engage the lower end of the valve stem '2 at or about the 'j whlle its lower plied to the oylind ln'chnatrofo. tirom tion being control tron 1n the is arranged at a, slight perpencheular When the valve stem econ es its lowermost post tion as shown in .t ,Q 2 "i /hunted upon the lower arm of the b l-crank lever 26 is a Weight This preferably adjustohly mounted and may b T1115 P clam ed in ed juotin ent positions H WSI by ptzzo aer lnanipv a clamping screw 0'.

the ore pro charge is f tioe stroke of found it a tvan' is suppi 27 of n s ien the cylin of the val-re Ste one the ail is Weight "Whe A @ocupies NOW lowermost posi" lower ar pipe f th b N g 'afd in S1 perpenon mend n1 lritlnle' ing nearer seen 2 rule; c

and on e take pplv casing rates hung the n wlth than e s,

are provided. who" J move valves 3 gradual closed, to or 113 in the "Conner, yfllm SEQ phmgm C belt-ore.

1s oonnec the en prefernh :tnel mo; stern, es

sever mo* valve 5 4 over-bale e JIETe'lblY the or av able supply or. the menu neat-ed Wi engine by 0' moral Sn L Y rise of the crease in 1 required to and valves 3., 'vious that 'tion or va "e commen "1 its opp-0s manifold.

understood that the is connected with the 1 onretor (not shown) to receive previous? former"3v gas explosive charge, enp ol ing the e o the e371 index or eyhndero the en ne, but is not connected the 37mm to supply i we o nected v It is to co gas pp y outlet side of e ingly ir draw air carbu e LEI) droeor to be taken as a preferred example of the same and that certain changes in the shape, size, and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention, I claim 1. The combination with a gas supply pipe to be connected with the outlet side of a carbureter to receive a previously formed explosive charge and to be connected with the cylinder of an internal combustion engine to supply the previously formed charge thereto, of a separate air supply pipe being free from connection with the carbureter and the gas supply pipe and to be connected with the cylinder to supply non-carborated air to the cylinder to dilute the previously formed explosive charge fed thereto from the gas supply pipe, a valve to move toward its closed position to reduce the volume of non-carboratedair passing through the separate air supply pipe, and automatic means connected with the separate gas supply pipe and operated by increase of vacuum in said gas supply pipe to move the valve toward its closed position upon the increase of vacuum in the gas supply pipe, whereby the volume of air is reduced in proportion to the increase of vacuum within the gas supply pipe. i

2. The combination with the gas and air supply pipes of an internal combustion engine, of a valve to control the passage of air into the air supply pipe, a diaphragm casing, a diaphragm mounted therein and connected with the valve, means of communication between the diaphragm casing and the gas supply pipe, a pivoted weight to move the valve in the direction to seat the same,

and a pivoted weight to move the valve in a reverse direction.

3. In a device of the character described, an air supply pipe, a valve to control passage of air into the same, a valve stem connected with the valve, a diaphragm casing, a diaphragm mounted in the diaphragm casing and connected with the diaphragm, a weight in the form of a pivoted bell-crank lever having its upper arm engaging one end of the valve stem, and a pivoted weight engaging the valve stem to move the same downwardly.

4:. In a device of the character described, an outer main shell provided with an air inlet, an inner shell disposed therein and provided with an air supply passage, a valve stem, a valve carried. by the valve stem to control the flow of air through the air supply passage, a diaphragm casing connected with the main shell, a diaphragm disposed therein and connected with said stem and a bell-crank lever weight pivotally mounted below the main shell and having one arm thereof engaging the valve stem to elevate the same.

5. In a device of the character described, a conduit provided with an air inlet opening, a valve stem, a valve carried by the valve stem to be moved toward and away from the air inlet opening, means to move the valve stem to bring the valve nearer the air inlet opening, a pivoted bell-crank lever weight to elevate the valve stem, and a pivoted weight to lower the valve stem.

In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM JEROME FRAZIER.

Witnesses:

MAn'rrN KLETI, EDMUND (Emma 

